New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1887-09-29

what he called the Hypothetical testimony given by
Mr.. Bates, of the Baltimore and Ohio Telegraph Com
pany, before the Congressional Committee. This led
his associate counsel, Mr. Dillon to remark:
The trouble IL that the Baltimore ana Ohio people
think that they can manage our business better than
We can ourselves"
prcmatureIy was the last witness lie gave his name
as James NJ. MIddedh. lie was an Anti Monopoilst,
he said but he lived his income. II that he
had testified before Commissioner Anderson some time
sego and Is going to give Ing saenent to guide the
members yesterday that this would be ready soon.
They asked him few questions, In reply TO which he
made ,mp SPEECH against the pqco rar1 tSss bd
violated the Thurman act and pretty much every
other law Of the land.
Ex-Judge Dillon, who had been examining some
papers, looked up at the young man with some sur
prise: What particular violations, he asked mildly
witness pressed his forehead lie thought long time
and finally admitted that he did not know he at
tempted to quote from some speech MADE In Cohercss
to confirm his statements.
In response to similar questions he said that he
had helped Senator Mcpherson to get material 10 use
against the Pacific railroads and had also written art
lccs for The World" but for all that he seemed de
ecve as to his knowledge Of the real facts at Issue
another gentleman prompted him once OF twice. MI
Dillon wanted to know this mans name; Mr. Mldale
dlth refused 10 tel, bnt finally declared that no was
only told by his friend Ito look out for certain
question that the lawyer had just put Al this every
body laughed and the young man went away nosp
crestfaIen. lie said that he was FREUD or had peen
associated in some wav with Frederick IL. Couucr"
MR.. POTTER DISCUSSES BRANCH ROADS.
When the Commissioners were In Omaha they ex-
pressed desire that the officers OF the Union racine
would submit their views the questions under con-
sderaton by tho Commission. In compliance WIN
this request vIcepresdent Potter of the Union Pacific
sent a statement which was read yesterday by ex-
Judge Dillon. He said
After the construction ~. successful Inauguration
OF the Union Pacific Railway az main or trullk hho
and the most important Ink In the chain OF rosas 10
signed by the Government and people OF this COUNTY,
TO permanently bind the Pacific states 70 inc M
Union lt became evident to the managers that inc
enterprise would not long continue Contemporaries ne
left dependent on the & nna"tsfor which IL
must compete with the cheaper transportation Oh inc
ocean well other transcontinentai railways ho"
projected. . III, s.,.,ce for
The company compelled IN sell ueIch' into
selfpreservaton to push out feeders or ana into
sections capable Of Agricultural Development ano tt
mining distcts and the livestock regions, io line
supporting traffic could be drawn 10 .hc ,ba a would
and al the same time occupy territory inb "ou Ia
Otherwise be invadcd by competing railways: ID
this It SIMPLY following the wen &c n IN TIC
WostCsych a. sbe Illinois central, the Burlington, the
Northwestern, the Rock Island and the 81 Pau'
now THE REVENUE Is DIVIDED.
MS within my personal knowledge that the omop
Pacific Company has only followed the example OF
older corporations Its policy Of sustaining ts prahce
By system OF divisions Of Joint revenue whicn s'oS
them higher rate Of compensation per mile thah u
accorded to tho main line. | know OF no chac'' o'
trary rule by which TO determine In all cases tho ratio
which the compensation OF branches or connections
houd hear 10 trunk lines and do not believe any suCp
rule can q formulated. The whole situation In every
case must he taken account, and the Conclusion
arrived az should stand OF be varied only III tho hsn
OF experience and By actual results.
AT the present time the Union Pacific company oper
n,Icegc diysions on about $50 miles. in
dividing the Joint freight earnings. one ana onequae
miles to mile OF the main line 500 miles one anu
op--haf miles 10 one mile 900 miles. one aud three
quarter miles TO one mile; 10 miles, TWO mics W quo
nv this method of dividing IT will be observed mat
branches get this allowance only upon ano aeeu ~
nierchsnrees with the main line. and only upon tne
actual distance II TRANSPORTS the property ~ 'y uano
all the ouilays incident 10 collecting, storing, ioadns
md svitchipg for "a haul OF five. ten or twenty mes
against possible haul OF i've hundred or thousand
allies over ne main lin. "a forced TO reduce
business inerchanged with branches taxing s nro
mileage divisions. these branches must sahu 'hei po
rata proportion OF such reductions -, -, an. ..o,,
Now let me direct your attention 10 Few OF the many
cases analogous 10 ours IN which Drancues alo bnIn
sIecaI advantage jont traffic by constructive inIe
age percentage OF arbitrary divisions lug ~ 81,
,as anew" S,.,aur" until the haul on the main and
branch lines becomes equal when tue DIVISIONS ~ m nc
branch aud ninety miles the main line me orSnGh
would receive 20 per cent OF the lolnt , ,,, han "
A, the Illinois Central Company pays TO the STATE .
per OF It's gross earnings me same hem
raised by Congress respect 10 the Union aclc ana s
branches Under the IMPRESSION lna we tS nnpnose
Of reducing tho gross from which the stae receives
its per cent legislative ,hotonsS elimination
ncndine the testimony OF dlslnterested experts the
nocy OF the company In developing anu sus'"nins 10
branch system fully vindicated ., ,A,, 4,
one OF the comp made ia the states behaI IN
mi. case was that Illinois Central had impope az
lowed branch S2l 20 for It's haul OF ~ miles @ao
tokng for its main limo 50 for 81 miles car MAUI 'u'
through rate per carload being w 3D.
.,,,cpp PERCENTAGE TO THE BRANCH LINES.
Mr. Potter then quoted from the findings OF this legs
,,. cammt,ee which after the most digent and care
ful consideration concluded that tho liked carhaui
rate OF So from Gilman TO Chicago, adistance vi o'sh
~ mile, Il. substantially fair and just proportionatc
allowance OF the main line IN It's a nroportIoaSts
allow ance from Kankakec to chicago us'An'o VI my
Tbi. Conclusion was based upon the following among
other reasons; -, J., ,h.
Frst-As far as we could learn. and as shown Dy INC
t.stmony OF other railroad managers VINO nave no IN
tsrs.I in The question the universal rule OF an aux
Hilary much larger propor,ona .s ecass the
snI,Iiary line or feeder has all the trouble and eI'
Peuss Of orgnasg or inc and train service
and In many cases for only short haul whereas tne
main line has no extra ran service station service or
swnn,nS service but simply adds It TO their regular
train and with little or no cost 10 then' ash'e' 'Ao ~
sscond The auxiliary limo that produces the bust
meas must aud should have the greater per cch'
Tomato TO the mileage, for the reason that tney nave
Ssen nm their track station and train service Win
comparatively small volnme or business, ,rin nr
saoa service to carry these through ear haus 10 ,ne
destination, and on account OF ,neir "a. so "
Op Thra We tanS It It "a the reason that
ether roads offer to take the car haus Of the Gilman a
snrin gield 10 Chicago. from Gilman AT pAea "a, ~,
haul OF 81 per car, ana We tninT ~ yor tbe
state that tho Illinois CenTa prG1pet
sboud ACCENT car haul rate OF SO per car LOT OcAso
than let the Gilman and spragfed road ssi us t
at Gilman the Wabash at "a per car "a r car ON
the illIno Central proper would lose the 20 per e o
that business and consequently the state lose us
per cent or fifty-six cents on sach car anu w uav
reasou and the principle applies in the Same way
TO tic Kankakec Division. .,., .,.. q, 4. thu
Fanrth We find, from investigation that II u tne
practical experience of railroad mes that these auaay
fines will not pay operating expenses ana lnIerest GU
their bonds II they were required 10 uo hast.
trunk or main lines strictly pro rata mileage paS'
" FFEDERs" SHOULD BE SUPPORTED LITERALLY.
Under contract between the Chicago, Burlington ana
Quincy and the Burlington and Missouri RIVER roAa
the through rates on STOCK
from points ten to fifty miles west OF the Mississippi
Rvsr TO Chicago at through rate OF $50 per car ioa
the iowa feeder received 1913 for Its short nau anu
the Burlington received ST for us hapi Oh -o '''
Alter the Burlington and Missouri OF Iowa was CON- I'm
nstsd 70 the Missouri River, and consolidated WIN tno
Chicago burlington and Quincy d.s,1hs iTr u.s sest
chs nged traffic were established between Tue nes cns
and west of the Missouri River by which the IN